Puukkiraph co



W. H. H. DANSBERRY.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAR. i5. l9l9.

- 2 SHEETS-SHEET I.

.. 11;! OOLUIIIA PLAN DUMP 1:04, wAsuma-rmi. D. c.

W. H. H. DANSBERRY.

AUTOMATIC TRAIN STOP.

APPLICATION mm MAR. 15. 1919.

1,318,482.. Patented 001;. 14,1919.

2 SHEETS-SHEET 2.

run \OLIIMIUA FLANDGRAPII BO-. WASHINGTON, B\ c.

To, all whom it may concern;

UNITED STATES PATENT OFFICE.

WILLIAM nnnsnnnnv, or nonrn ILA cnossn, WISCONSIN.

.AUTQMATIG TRAIN-STOP.

Be it known that I, WlLLIAM DANS- BERRY, a citizen of the United States, residing at North La Crosse, in the county of La Crosse and State of Wisconsin, have invented certain new and useful Improvements in Automatic TrainrStops, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates t0 train stopping mechanism, and particularly to that character of trainstop wherein a stop actuating trackfmember is adapted'to be shifted by a tower man or in connection with a signal into or out of operative position to engage a stopping device mounted upon the forwardtruck of the locomotive. V The general object of this invention is to provide. a construction of this character wherein means are providedfor automati- 'call'y closing. a throttle ,valve ofthe engine when the locomotive moves past a stop actuating device on the track. e

A further object is to provide a construetion of this character in which a locomotive throttle is closed to thereby cut off steam to the engine, and in which at the same time va vent valve in the ail" brake'fline pipe is opened to thereby cause the setting of the brakes. a p

A further object is to provide a device of this character which, after it has been actuated, requires that the engineer must leave.

hiscab in order to reset the parts to their normal positions. 1

,A further object is to provide a construction of this character wherein a rotatable throttle valveis provided having a stem and an arm, the valve being urged to a closed position, but being'held open by a latch, mechanism being provided whereby, when the'track stop actuating mechanism is set, the latchwill 'be releas ed to permit the arm to rotate to close the throttle valve, and in this connectionjgto provide a vent valve in the train line which is struck by the rotating armand forced to an open position. V

'Other Ob e'cts 'Wlll appear 1n the course of the following description.

My invention is illustrated in the accompanying drawings, wherein v Figure l'is a side elevationof a locomotive', with my stopping mechanism applied thereto,"the shell or the boiler of the loco vmotive being partlybroken away;

Specification of Letters Patent. Patented Oct; 14,1919; 7 Application fi eeivxa h 5, v1919. SeriaINo. 282,853. I i V 7 Fig.2 is a front elevation partly in'section;

Fig, 3 is a sectional VlBW of the boiler showing a throttle valve actuating. mocha 1.1131115 l Eig. l is a, top plan view of theeonstruction shown in Fig. 3; i

Fig. 5 is a sectional view of the vent valve; and I I h Fig fi is a fagmentary sectional View of the valve casing and the, throttle valve.

Referring to these drawings, it will be seen that I provide inthemain steam pipe 10 of a locomotive A an au Xiliary throttle valve'll which is in' addition to the main throttle Valvel2 whichis'foperatedby means of the usual handle-l3 ordever mounted Y 1 holds the valve 11 in an open position.

When, however, this detent or pin17 is-withdrawn from its engagement withthe arm 16, the spring will act to rotate the stem and close the valve;

Coacting with the detent 17 is a bell crank 1.9, to one arm of which the detent' 17 is "connected, which bell crank connected by a link 20 to abell crank lever 21 mounted. upon the boiler shell and in turn connected to a bell crank lever 21 connected bya rod 22to a bell crank 22, in turn connected to a vertically extending rod 23 which may be mounted to move through any suitable guide and is connected to a lever 24 whose forward end is connected by a link 26to a lever 25 fulcrumed upon a bracket 27, this'lever 25 having. a relatively broad and flat rear end and this lever normally extends downward and rearward so that the rear end of the lever. is relatively close to the track bed. It will now be obvious that'if there is anything projecting above the level'o'f the track or in the path of movement of this'actuating lever 25', it'will strike this lever and through the series of 'linksa'nd "bell crank levers raise the cletent'or latchi'7, releasing f the valve arm 16, and the auxiliary throttle valve will be closed bythe spring 18, thus cutting off steam supply to the locomotive cylinders. v

I do not wish to be limited to any particular means for actuating the lever 25, but I have illustrated for this purpose a vertically shiftable actuating member 28, that is an actuating element which is shittable in a.

vertical plane. This is shown as a lever normally disposed below the level of the track or rail and mounted in a suitable housing 29 and connected by a rod 30 to a signal switch or to any other suitable actuating means (not shown). This rod .or cable 30 might be connected to a switch tower or form part of a switch signal system or block system of a railroad so that the actuating member 28 will be shifted to its operative position whenever the signal is set at Dan ger or whenever it is necessary or advisable that the train be stopped. It is obvious, therefore, that when it is desired to stop the train, this member 28 is raised and when the train arrives at this point, the throttle valve will be closed.

In addition to closing the throttle, I provide means for applying the air brakes of the train to bring it to a quick stop, and to this end I provide a vent valve 31 disposed in a pipe 33 connected to the train line pipe of the locomotive and having a stem'32 which projects out beyond the valve casing of the valve 31. This valve is normally urged to its seat by a spring 34, but the stem 32 is so positioned that when the arm 16 is rele'ased'to closethe throttle valve 11, the end of the arm will strike the stem 32, forcing it inward and opening the vent valve. It will be obvious that the brakeswill re main applied and the throttle valve closed until the engineer leaves his cab and re-sets the valve arm 16. and the pin or detent 17 Because of the inconvenience othaving to do this, the engineer will be more liable to watch out for the signals and not pass a stop signal. Furthermore, it is obvious that the train will be brought to a stop even if the engineer does not see the signal, so that there is no danger of the train running past a stop signal in a fog or heavy snow. Thus my device will very greatly reduce the danger of accidents.

lVhile I have illustrated an embodiment of my invention which I believe to be particularly elfective, it is to be understood that many changes might be made in the details of construction and arrangement of parts without departing from the spirit of the invention.

I claim y 1 1. In a train stop system,the combination with a locomotive having a steam pipe,a throttle valve therein urged to a closed position, an air brake pipe line and a normally closed vent valve, of a detent normally holding the throttle valve open, an actuatmg member for said detent mounted upon the locomotive, and a stop member 'a vent pipe connected to the train line, of

an air brake and a vent valve therein normally urged to a closed position, the throttle valve carrying a member shiftalole therewith and engageable with the vent valve whereby the movement of the throttle valve to a closed position operatively engages the vent valve to open it.

p 3. The combination with a locomotive having a steam supply pipe and having an air braketrain line, of a rotatable throttle valve in the steam pipeurged to a closed position,

said-valve having a stem and an arm, a de tent holding said arm from rotation to close the valve, the vent valve being operatively connected to the train line and wlth which said arm'engages when the throttle valve is shifted to its closed position, and means arranged on the track and slnftable into or out of operative position but which, when in operative position, operatively engages the detent to shift it to release the throttle valve.

- 1.. The combination with a locomotive having a steam pipe and having an air brake train line, of a rotatable throttle valve disposed'in the steam pipe and having a stem, a spring urging the stem in a direction to close the throttle valve, an arm on the stem, a longitudinally shiftable detent normally engaging said arm and preventing the rotation of the valve to its closed position, and actuating device's mounted upon the locomotive adjacent the track and operatively engaged to said detent and adapted to be en- .gaged by a-movable stop device on the track avl1en the latter is shifted into operative position, and a vent valve in the vent pipe normally urged to a closed posltion but struck by said arm when 1t 1s released and thereby shifted to an open position.

5. The combination with a locomotive .having a steam pipe, a'rotatable throttle valve therein having -a stem, the throttle valve extending out from the boiler of the locomotive and having an arm, a spring urging the throttle valve to its, Closed position a vertically movable detent normally engaging said arm to prevent a movement of the throttle valve to its closed position but shiftable out of such engagement means for releasing said detent comprising a plurality of levers and connecting links mounted upon the exterior of the locomotive and extending downward through the tracks thereof, and a lever mounted upon the locomotive adjacent the track and adapted to be struck "by an ohstruction to thereby shift the detent to its releasing position, said actuating lever being operatively connected by said links and levers to the detent.

In testimony whereof I hereunto afiix my signature in the presence of two Witnesses.

WILLIAM H. DANSBERRY.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

